guerrlich



Patented July 8, 1919.

5 SHEETS-SHEET l.

F. C. GUERRLICH.

DRlViNG MECHANISM.

APPLicATmN FILED 1AN.|3.1911.

1 ,309 ,5 1 8., Patented July 8, 1919.

5 SHEETS-SHEET 2.

F. C. GUERRLICH. DRIVING IvIEcIIAIIIIsI/I.

APPLICATION FILED ]AN I3, |917.

Patented July 8, 1919.

5 SHEETS*SHEET 3.

l II,

MMIII Hh. Q

@651, [l IH'MMIII ,I

HUI a 77 79 .l 6 ,IL

ATTORNEYS l".y C. GUERRLICH.

DRIVING MEGHANISM.

APPLICATION FILED 1AN.13. |917'.

Patented July 8, 1919.

5 SHEETS-SHEET 44- lil/V9 v F. C. IGUERRLPCH. DRIVING MECHANISM.

APPLicATloN FILED 1AN.|3,1917.

5 SHEETS-SHEET 5.

yPanted July 8, 1919.

INI/EN 70H WIT/VESSES UNITED sTATEs PATENT oEEioE.

FREDERICK C. GUERBLICH, 0F STANFORD, CONNECTICUT.

DRIVING MECHANIS'M.

Specification of Letters Patent.

Patented July 8, 1919.

v Application llled January 13, 1917. Serial No. 142,331.

To all whom t may concern Be it known that I, FREDERICK C. GUERR- LICH,a citizen of the United States, and a resident of Stamford, ShippanPoint, in the county of Fairfield and State of Connecticut, haveinvented a new and Improved Driving Mechanism, Aof which the following,

is a full, clear,` and exact description.

Among the principal objects which the present invention has in view are:To provide a mechanism of the character mentioned with means forA,gradually varying the effect thereof; to' provide means fordifferentiating the applied power to the operating conditions' of thevehicle in which the mechanism is employed; to provide means forbalancing the power applied and the resistance thereto as exerted in themechanism; and to avoid loss through leakage of the power transmissionmedium.'

Drawings.

the speed. and direction controllingvalve;A

Figs. 6 to 9 inclusive, are bracketed views, each showing twohorizontalsections of the valve shown in Fig. 5, the sections beingtaken as on the lines A-A and B-B in said Fig. 5, saidviews beingarranged in pairs, the upper views showing the upper ports arranged to'produce various driving effects, while the lower views disclose thelower ports in the valve arranged in correspondence with thepositionsshof, n in the upper series Fig. 16 is a vertical section ofthe speedcontrl valve;

Figs. 11 to 15 inclusive, are bracketed views, each showingthreevsections, the sections being taken as on the lines C-C, D-D, andE-E, respectively, the views in each bracket disclosing the ports of thevalve elements and their correspondents;

'1 of the drawings. these motors by a system of pipes embodythispurpose.

lwith the. chassis of the automobile.

Figs. 16 and 17 are horizontal sections of the valve shown in Fig. 10,the sections being taken as on the lines 16--16 and 17-17 respectivelyin said Fig. 10.

Description.

When a. driving mechanism constructed and arranged in accordance withthe present invention is applied to an Iautomobile, the wheels -50thereof are each furnished with a fluid-operated motor of any approvedand conventional type. The motors are con` tained inthe casing 51, asbest seen in Fig. Fluid is delivered to ing a main delivery pipe 52 anda main return pipe 53. The pipes 52 .and 53 are fixedly mounted on thechassis of an automobile, the brackets 54 being employed forIntermediate the ends of the pipes 52 and53 are flexilble tubes 55 and56. The employment of the tubes 5'5 and 56 produces the necessaryflexibility between the relatively lixed structure embodying the pipes52 and 53, and the iiexible or movable or relatively vibrating structureembodying the axle 57 and the wheels 50, together with the carryingsprings connecting the same The pipes 52 andl 53 are connected bybranches 58 and 59 with a valve casing 60. The casing 60 is directlyconnected by a branch .pipe 61 with a fluid pump casing 62,'from whichthe uid employed to operate thenmotors in the casing 51 is driven.

As best seen in Figs. 3 and 4 of the drawings, the casing 62 contains a.drum 63. Thev drum 63 is constructed from two sections,

'each section vhaving formed therein half cylindrical recesses -whichregister and form cylinders 64 when the two sides of the drum 63 aresecured by the bolts 65. The various cylinders 64 are radially disposedwith reference to the center of the casing 62 and of the driving shaft66. The driving 'shaft66' is rigidly connected to the rear wall of theydrum by bolts 67 or other suitable fasteners. The shaft 66 is directlyconnected with a prime mover of any suitable type and when the same isoperating is continuously driven thereby, with the result that the drum63 is continuously rotated in the casing 62 and in a path concentricwith the center of the said casing and said shaft.

Reciprocatively mounted in the cylinders for engagement by i -iianges 70on a block .71, asbest seen in Fig.

when Vthe stud ,shaft 3 of the drawings. The block 71 isrotativelyniounted on a stud shaft 72, which is Xedly mounted in a lever73 andis guidedand supported by a carrier head 74 in a.

guide plate 75. lThe outer wall of the drum 63 is perforated toregisterwith an o penn 76 in the face of the casing 62.

From the foregoing it will be seen that 2 the center of the block 71 ismoved to and casing 62. The shift of the block 71 results in a similarmovement of the pistons 68 and piston rods 69 connected therewith. Thesaidv block being operatively connected by the flanges 70 with thepiston rods 69 and the pistons connected therewith, is moved thereby andcaused to rotate-on its center or the center of the stud shaft 72. Theeccentric relation ofthe shafts 66 and 72 results in a reciprocatorymovement of the pistons in their respective cylinders 64. Thus as shownin Fig. 4 of the drawings, where ythe center of the block 71 is offsetfrom the center of the shaft 66, the pistons 68 as they pass to theright of the position `shown inl Fig. 4, are thrust toward the outer endof the cylinders 64, while at the left of the said figure, they arethrust to the inner end of the said cylinders. The intermediatepositions, vertical in the said figure, are the result of the lowerpiston having been partially thrown inward and the vupper piston havingbeen-forced outward in like degree. It is obviousl that as the block 7lis-moved toward or away from the center of the casthe casing62 isdivided by partinghwalls 78, Y

said walls being, diametrically opposed. Thel said walls serve to formseparated chambers, one in open communication with an intake port 79 andthe other with a delivery port 80. With these chambers each of thecylinders 64 communicates' by means `of passages 81, by which the uid istaken into and ejected from each of the said cyl-- inders.

The casing 62 is preferably immersed in a tank 82, which, as shown inFig. 1 of the drawings, is supported by a cross frame 83- .forming apart of the chassis of the automobile. The port 79 is continuously inopen communication with the contents of the tank 82. The port 80 is inopen communication with the pipe 61, which pipe conveys is shiftedlaterally,"

the fluid delivered from the cylinders 64 to the valve casing 60 and tothe port 84 thereof. The spaces 77 in the lower and upper regions of thecasing 62 form, respectively, supply and outlet chambers for thecylinders 64.- The space 77 intlie lower region of the casing 62 iscontinuouslyfilled from thetank 82. Therefore,'a's the. drum 63 rotatesclockwise, or in the direction shown by the arrow a in Fig. 4, thecylinders 64 are in 4direct communication with the lower space 77 wheneither of the passages 81moves be- 'yond theedge of the wall 78 at theright of said figure. from the center of the shaft 66 and of the Duringthe passage Yof each cylinder past the wall 78 above identified, thepist-on 68 therein is at the limit of the power stroke and is atthe-'moment passing the dead center of the crank-like action imparted bythe block 71 to the piston 68. IBut the moment each cylinder and thepassages 81 thereof pass the partition wall 78 adjacent the deliveryport 80, the piston 68 therein is` gradually retracted' until the saidcylinder and its passages 81are opposite the wall 78 at the left of thesaid figure. During this period the fluid in the lower space 77 is drawninto each cylinder as the vsame passes from one to the other of saidwalls.

' From the moment' each cylinder passes the wall 78 at the left of Fig.4 andthe passages 81 thereof come into communication with vthe upperspace 77, the piston 68 begins the deliveredto the pipe branches 58 and59, the Y fluid becomes a, liquid belt passing through the pipes 52 and53 respectively, and the motors contained in the casings on the wheels50. As above indicated, if the liquid is d irected through the pipebranch 58 and pipe 52, the vehicle supported on the wheels 50 is .drivenin a forward direction. If, on the other hand, the fluid is delivered tothe pipe branch 59 and pipe 53, the vehicle is driven in a reverse orrearward direction. The selection as to which of the p-ipe branchesshall receive the fluid is manually controlled by means of the footpedals 85 and 86. The pedal 85 is connected to the plug valve 87 and thecrank arm' 88 thereof, by

rods 89, 90 and 91, which are `articulately connected by bell cranks 92and 93. Y The pedal 86 is operatively connected with a sleeve valve 94and thecrank arm 95 thereof by rods 96, 97 and 98,-and the bell cranks99 and 100. Obviously, levers could be used in place of the pedals 85 or86. 'Y

As seen best inFigs. 5 to 9 inclusive,rthe valve casing 60 has twoseries of ports, the

ports being contained in superposed planes. Thus, referring to the saidfigures, it will be seen that the ports 84, 101, 102 and 103, are in aplane above the plane of the ports 104, 105 and 106. The ports of bothseries are exposed and'closed by the operation of the pcd-als 85 and 86and the plug valve 87 and the-sleeve valve 94 connected therewith.

When standing and while the motor is running, the transmission studshaft 72 is nearly concentric with .the shaft 66 and the pistons 68 arenot forcing any of transmission medium through the pipe 61, and the plugvalve 87 is in its normal position, as shown in Figs. '5 and 6. When itis desired to drive the car forward, the stud shaft 72 is brought to aposition eccentric to the shaft 66, by operating the lever 157, ashereinafter described, so that the pistons force the medium through thepipe 61.

It will now be noted that the ports 178 and 108' in the sleeve valve 94coincide with the transverse passage 109 in the plug valve 87 a-ndthat'the said passage 109 is in line with the ports84 and 101. It willbe remembered the port 84 is in communication with the branch ,pipe'l61,while the port 101 is in communication with the pipe branch 58, pipe 52,and'tufbes 55 for delivering fluid to the motor in the casing` 51 torotate the wheels 50 progressively. It will also 'be noted that in thelower series of ports, the port 106 is in communication with the port104 through a curved passage 110 and ports 111 in the sleeve valve 94.The port 106 is inv open communication with the pipe branch 59, which,together with the pipe 53 and tubes 56', return the fluid after passingthrough the'motors to the tank 82. To this end the port 104 is opendirect to the tank 82.

It will be observed that when the valves 87 and 94 are in the positionshown in Fig. 6, the motors inthe casings 51 are driven. The forcerequired to do this, however, is dependent on the movement of lthe block71 and the consequent reciprocation of the pistons 68. The inactiveposition of the block 71 is that in which the said block is concentricwith the casing 62 and `the shaft 66. Though the valves 87 and 94 weredis.

posed in thel position shown in 6,. the motors for driving the wheels 50would not be affected to drive -until the block- 71 is 115, and pistonrod 116. The rod 1.16 is operatively connected to the lever 73 by a'link 117. The piston 115 is moved forward vthe stud shaft 72 isprevented from ever be- 'coning cOncentric with the shaft 66, by the setscrew 182, the displacement however, being very slight. Thus the motoris constantly circulating a small quantity of the fluid when ,the`vehicle is at rest, and means are provided to allow this Huid tocirculate freely without doing work under this condition. Y

As best seen in Figs. 10 to 15 inclusive, the valve casing 136 has ports137, 138, 139, 140, 141 and 142. The ports 139 and 140 are operativelyconnected with the pipes 112 and 118, respectively, the flow of thefluid being controlled by the plug valve '144 and sleeve valve 145. Eachof the valves 144 and 145 has an independent series of ports, the formerbeing provided with transverse passages 146, 147 and 148. These passagesare in the same plane with the ports 137 and 1138, 139 and 140, and 141and 142, respectively. They are likewise in pla-nes coincident with theports 150 and 151, 152 and 153, 154 and 155, v respectively. ,Theco-disposition of the valves 144 and 145 is requisite to establish orregulate the flow of fluid through the casing 136.

The disposition of the plug valve 144 is manually controlled by means ofthe hand lever 157, which lever is usually and by preference mounted onthe steering post 158. The' operative connectionbetween the plug valvel144 and the hand lever 157 .includes the arms 159, link 160, bell crank161, connecting rod 162,-and crank arm 163,I the assemblage of which isshownv in Fig. 1 of the drawings.

The disposition of the sleeve valve 145 is effected by the movement ofthe piston 115 in the cylinder 114 and the lever 73 operated thereby,and its'ofiice is to determine the flow of the fluid when the block 71has been shifted to the desired working position. To this end,thelleve-r 73 'has an arm 164 pivotally connected by means of a rod 165with a crank arm 166 set out from the said sleeve valve 145. From thisit will be seen that the valve 145 is moved in correspondence with themovement of the piston 115. It will also be seen. that the piston 115shifts the lever 73 by overcoming the resistance of the pistons 68vinthe drum 63. Naturally the resistance of the movement of the lever 73and block 71 connected therewith is augn'icnted in correspondence withthe increased throw of the pistons 68.

The passage 148 in the plug valve 144 when in open communication withthe-ports 154 and-.155, 141 and 142, as shown best in Fig. 15 of thedrawings, provides a relief passage for the fluid held in the cylinder.

ply fluid to the said pipe when in the oper? ation of the machine, themotors in the casings 5 1 tend to draw a. supply faster than isdelivered by the driving mechanism. The housing 172 in which the valveis mounted has an open passage 173 in communication with the tank 82 andthe contents thereof.

Operation. The fluid with, which the tank'82, the

' pipes 52, 53, '58, 59, tubes 55, '56, and casings 51, are lled, ispreferably a suitable heavy oil. Any material which' adapts itself tothe Working conditions may tbe ein loyed. The tank 82 is sealed by a'cover 1 v4, and contains besides the fluid mentioned, the mechanismabove described. The endof the shaft 66 extends with-in the tank 82, -aglandpacked bearing 175 forming the joint therebetween. When equipped-with mechanism. constructed and arranged as above described and chargedwith a fluidv of the character mentioned, the operation of the driving'mechanism is as follows: The driver having started the motor forrotating the shaft 66, mounts to his. driving station convenient tothepedals 85, 86, and the bent lever 157.

The engine shaft 66 being rotated, oil is` drawn by the pistons 68 intothe casing 62, and through the lower chamber 77 thereof, and is forcedVfrom the upperfchamfber 77 by way of the port 80 and pipe 61 to thevalve casing 60, and also by way of the branch pipe 1'12 to the valvecasing 136.

During this period, the plug valve 144 and sleeve valve 145 are in theposition .shown in Figs. 10 and 11. The plug valve 87 and sleeve valve94 are as shown in Fig. 7, while the working positions of the pistons 68are moved inward until the arm 73 rests against the stop 182, sotha'tthe block 71 is slightly l eccentric with the shaft 66 and Vcasing62,

and the pistons 68 are reciprocating with shortened stroke in the'ycylinders 64. A small quantity of oil is therefore forced into the pipe61 and pipe v112 tol valve casings 136 and, 60, respectively.

It will be noted that the passage for the fluid is nowfdirectly openthrough the valve casing 60, as seen in Fig. 6 of the drawings, to theforward drive of the motors ,..and that it .is also open through thepipe" 112, bypass 180, port 137, passage 146, and port 138,

to the tank 82. A s the motors offer aresist- 1 ance to the flow of thefluid while none is offered to its passage through the valve casing136,- the fluid will freely circulate through the pipe 112 as above, andthe vehiA clewill remain stationary. It will be noted that the flow ofthe fluid'lis shut olf from the passages 147 and 148 of the plug valve144. The driver now operates the hand lever 157l to place the plug valve144 in the position shown in Fig. 12, which -shows the valve set forlowest speed.

' When the valve is set as shown in Fig. 12, the fluid cannot pass tothe pipe 118 and the piston 115. Therefore, the movement by the driverof the plug valve 144 has not affected the eccentricity of the block 71and shaft 66. If a higher speed is desired, the driver moves the valve144 to the position shownin Fig. 13 of the drawings, thereby increasingthe speed. In the first instance,

he closes the ports 137, 146 and 138. The fluid can now only go to thevalve casing 60, and thus to the motors so that the vehicle movesforward. y

If the plug valve 144 be now" shifted to the position shown in Fig. 13,it .will be.

noted that while the flow of the Huid has been previously interrupted',a passage is.

now established through the ports 139, 140, 152, 153 and 147 and pipe118 to the cylinder 114. The piston 115is then moved forward,thusincreasing the eccentricity of the block 71 with the shaft 66 in themanner above detailed, and so increasing thestroke of the pistons 68 toincrease the speed of the vehicle,

The Apiston 115 shifts the lever 7 3 and block71 in the manner mentionedabove. Coincidentally the lever 73, by. means of the arm 164 and rod165, rotates the sleevevalve 145 to the position shown in Fig. 14 of thedrawings." The piston 115 has shifted 'the lever 73 and 4moved the block71 so that the pistons 68 Iare now forcing fluid through f the pipe 61.Some of the fluid will go to the 60, and some through the pipe valvecasing 112 to the port v139. The passage 147 will be in lin-e with theports 139 and 140, as`- shown in Fig. 13. The piston 115 will be nowpressed forward by the fluid coming from the casing 62, until the sleevevalve 145 has been rotated to 'the position shown in Fig. 14. The ports152' and 15,3 being moved out of register with-the passage 147, flow ofthe oil therethrough is determined? The Aoil in the cylinder 114 is nowtrapped to hold the piston 115 and parts con ected` therewith in theadjusted position. T e op'- eration of the pistons 68 thereaftercontinues ings, it will be seen that when the sleeve until the oiltrapped in the cylinder 114 is released.

To release the oil in the cylinder 114, the valve 144 is manipulated bythe driver operating the hand lever 157, until the passage 148 isdisposed as shown in Fig. 15 ofthe drawings. It will be noted that inthis figure, as in Fig. 14, the sleeve valve 145 remains in the positionto which the piston 115 moved the same when shifting the block 71. Byreference to Fig. 14 of the drawvalve 145 was so shifted, the ports 154and 155 thereof were alined with the ports 141 and 142 of the lowerseries of ports in the casing 136. It will also be observed by referenceto the same figure that the passage 148 on thelower plane of the plugvalve 144 is out of line with the ports 154 and 155. By reference toFig. 15, it will be seen that when the plug valve is shifted to placethe valve 144 in the neutral or stopped position-similarly shown in Fig.16-the passage 148 is alined with the ports 154,155,

141 and 142, and with the channel or port 170 in open communication withthe cylin der 114. This position of the valve permits the oil to flowbackward through the pipe 118 from the cylinder 114. The pressure on thepiston 68 and the block 71 to center the same, moves the lever 73y andpiston 115 to eject the oil from the cylinder 114.

Vhen now the lever 7 3 returns to its initial position, the valve 145swings to its initial position, as shown in Fig. 11 ofl the drawings.

From the foregoing it will be seen thaty when the driver desires totravel forward, this is accomplished by simply moving the lever 157slightly in the forward drive position, and as the vehicle gets a littlemomentum, the lever is moved forward a little more, the momentum of thecar being thus gradually increased until the desired speed ratio of thedriving means and driven member is obtained. It will also be seen thatshould the load on the engine be increased by the car, say climbing rahill, the `ratio is simply changed, and the driving member given aleverage by simply pulling back the lever 157 untilthe desired ratio isobtained. It will be noted that the pedals 85 and 86 are in their normalposition in which they may be held by a spring, and that the directioncontrol valves 87 and 94 are in the position shown in Figs. 5 and 6 ofthe drawings. The oil is delivered by the pipe 61 to the port 84 and isconveyed through the ports 17 8` and 108 to the port 101 and pipe branch58 connected therewith. The oil is conveyed b distributed and deliveredto the tubes 55 and thence to the motors in the casings 51. Afterpassing through the said motors, the

oil .is returned by the tubes 56 and pipe 53 the branch 58 to the pipe52, where 1t is to the pipe branch 59, vwhich-enters the port 106 at alower level. The curved passage 110 in the plug valve 87 is registeredwith the ports 111 in the sleeve valve 94 and with the outlet port 104in the casing 60, which opens to the tank 82. The fluid belt thusemployed continues to drive the motors on the wheels 50, so long as theflow is maintained. 1f the valve 144 is manipulated to increase thepower supplied by the pistons 68, the quantity flow Of the fluid isaugmented with increased speed in t-he motors on the wheels 50.

If the driver desires to coast, he partially depresses the pedal 86,with the result that the sleeve valve 94 is moved to the position shownin Fig. 8. Here the oil is carried by the lapping passages 17 8 and 179to the ports 102 and 105, which are open to the tank 82. The oil in it-stravel to the passage 179 is conducted by the by-pass 180-shown best inFig. 5 of the drawings-from the port 84. By referring to Fig. 8, it willbe noted that when the valves are in this position, the oil which isreturned by way of the pipe branch w59 to the port 106 has free passagethrough so shifted, the valve 94 c'uts ofi' the supply to the port 101and the pipe branch 58 connected therewith, and also the port 106, whichprevents the flow of the oil from the pipe branch 59. The motors on thewheels 50 are thereby held against rotation. The oil supplied b-y thepipe 61 is conveyed by the passage 178 and delivered through the port102 to the tank 82, This condition operates as a drag or brake onthewheels and results in arresting the progress of the vehicle. If,however, it becomes necessary to reverse the wheels or if the driver forany reason determines to operate the vehicle in the reverse direction,this is accomplished by depressing the pedal 85 to the full limit,withvthe result that the valve 87 is rotated a full quarter revolutionfrom the position shown in Fig. 6 to that shown in Fig. 9. The pedal .86is released to permit the valve 94 to return to its initial position,such as shown in Fig. 6. In this position of the valves 87 and 94, itwill be found that the oil delivered to 100 ployed as a brake by beingdriven reversely bv the motors. It will be observed that when Aeccentricto the said frame operable by oil is. driven through fthe said pipebranch upwardly to and through the pipe 53 and tank 82.' So long ascirculation is thus maintained, the motors and wheels 50 connectedtherewith are rotated reversely.

While my invention has been described as it would be used on anautomobile and as driving but two rear wheels, it is obvious that it canbe used to drive the four wheels by the use of branch pipes, and that itcan also be used to drive in other service, such as when employed onmotor boats, especially of the twin or triple screw variety. lThis wouldsimply be accomplished by having the driven motors attached to thepropeller shafts instead of to the wheels. It is also obvious thatv thewheels 0f an automobile could be driven by a shaft.

1. A mechanism as characterized comprising a power generator having arotary supporting frame embodying a plurality of cylinders and pistontherefor,v means for rotating the sail-:l frame, an adjustable memberoperatively connecting said pistons for moving the same in unison, twovalves, and outlets from the cylinders having branches leading to thevalves, and means for shifting the said member to positions eccentric tothe said frame operable by means leading from one of the valves.

2. A mechanism as characterized comprising a power generator having arotary sup-- portingv frame embodying a plurality of cylinders andpistons therefor, means for rotating said frame, an adjustable memberoperatively connecting said pistons for moving the same 1n unison, amotor,

a valve, an outlet from the cylinders having branches, one leading tothe valve and the other to the motor, and means for shifting the saidmember to positions eccentric to the said frame operable by meansleading from the valve.

3. A mechanism as characterized comprising a power generator having arotary supporting frame embodying' a plurality of cylinders and pistonstherefor, means for rotating said frame, an adjustable memberoperatively connecting said pistons for moving the same in unison, amotor, two valves, an outlet from the cylinders having branches, oneleading 'to each valve. means for shifting the said member to positionsmeans leading from one of the valves, and two outlets from the othervalve leading to the motor.

a. A mechanism as characterized comprisfing a power generator having arotary supporting frame embodying a plurality of cylindezs and pistonstherefor, means for ro tating said frame, an adjustable memberoperatively connecting said pistons for moving the same in unison, twovalves, an

outlet from the cylinders having branchesleading to the valves, meansfor shifting said member to positions eccentric to the said frameoperable by means leading from oneI of the Valves, and means operablewith said member for modifying the action of fordetermining theoperation of said power means, said automatic mechanisnrembodying avalve for suspending a supply of power to said power means andoperatingconnections for said valve with said power means. y

(i. mechanism as characterized comprising a poweilriven shaft; a powergenerator; a power distributer operatively connected therewith; ashifting meu'iber for establishing the working center of the powerelements of said generator; and means operatively connecting saidshifting member and said distributer for shifting said member, saidmeans embodying a power lever and manual controls therefor.

7. A mechanism characterized including a. power generator, ashiftingmember for establishing the working center of the power elements of thesaidgen'erator, means for shifting said member, said means cmbodying apower lever and manual controls, and means operatively connecting withthe said shifting member for modifying the action of the first means.

8. A mechanism as characterized including a power generator, a shiftingmember for establishing the working center'of the power elements of thesaid generator, Vmeans for shifting said member, manual controls forinaugurating action of the said means for shifting the said workingcenter of the power elements, and means operatively connecting with saidshifting member for sus'- pending action of the first means.

9. A mechanism. as characterized having a power driven shaft, andtraction wheels in combination with fluid operated motors, oneoperatively connected with each of the said wheels, a fluid operatinggenerator, a shifting member for establishing the working center of thepower elements of the said generator, means for shifting said member,and a circulating system operatively connecting said generator and saidmotors and having a branch for modifying the action of the said means.

10. A'mechanism as characterized having a power driven shaft, andtraction wheels in combination with fluid operated motors,

one-'operatively connected with each of thesaid wheels, a uid operatinggenerator, a shifting member for establishing the working center of the4power elements of the said generator, a circulating system operativelyconnecting said generator and said motors, and having a branch, meansfor shifting said member operable by the pressure in the said branch,manual controls inaugurating action of the said means, and meansoperatively connected with the said shifting member for suspendingaction of the iirst means.

l1. A mechanism as characterized having a power driven shaft, andtraction wheels in combination with. fluid operated motors, oneoperatively connected with each of the said wheels, a fluid operatinggenerator, a shifting member for establishing the working center of thepower elements of the said generator, a circulating'system operativelyconnecting said generator and said motors, and having a branch, meansfor shifting said member operable by the 4pressure in the said branch,manual controls inaugurating action of the said means, means operativelyconnected' with the said shifting member for suspending action of thefirst means, and a container for holding the iuid and in which isdisposed the generator and the second mentioned means.

12.` A mechanism as characterized comprising a power-driven shaft; afluid pump operatively connected with said shaft, said pump embodying aframe having therein a plurality of cylinders disposed concentric tosaid shaft, a plurality of pistons reciprocatively mounted one in eachof said cylinders, a shifting member operatively connected with each ofsaid pistons, said member being normally concentric with said shaft and.said cylinders; and power means for moving said shifting member in onedirection and also in an oppositedirection for varying the extent ofmovement of said pistons, the power for the movement of said memberbeing delivered lby said pump.

13. A mechanism as characterized comprising a power-driven shaft; afluid -pump operatively connected with said shaft, said pump embodying aframe having therein a plurality of cylinders disposed concentric tosaid shaft; a plurality of pistons reciprocatively mounted, one in eachof said cylinders; a lever operated shifting member operativelyconnected with each of said pistons, said member being normallyconcentric with said shaft and said cylinders; a fluid motor operativelyconnected with said shifting member; a fluid circulating meansconnecting with said motor andv said pump, and means for controlling theoperation of the said motor on the said shifting member.

14. A mechanism as characterized comprising a power generator having arotary supporting frame embodying a plurality of cylinders and pistonstherefor, means for rotating said frame, an adjustable membervoperatively engaging said pistons for moving the same in unison, avalve, an outlet from the cylinders leading to the valve, and means forshifting the said memberto positions eccentric to the said frameoperable by means leading from the valve.

15. A mechanism as characterized comprising a power generator having arotary supporting frame, embodying a plurality of cylinders and pistonstherefor, means for rotating said frame, an adjustable memberoperatively connecting said pistons for moving the same in unison, twovalves, an outlet from the cylinders having branches, one leading -toeach valve, and means for shifting the said member to positionseccentric to the said frame operable by means leading from one of thevalves.

In testimony whereof have signed my name to this specification in thepresence of .two subscribing witnesses.

